Engine mount

Now I’m completely lazy to write, but if someone hasn’t seen it, this is great techno-porn. Maniac Kotroviki hellish harness! :)
Original taken fromlx_photosin engine mount

Today let's see how the engine is attached to the pylon.
In the first lines I will immediately discourage that I have never changed the engine myself, and have not even come close to this process.
So fotochge I will comment with the same amateurish bell tower, like most of those present.
So, the CFM56-5 engine on an Airbus-320 family of aircraft is attached to the pylon in two zones - the front node and the rear.

The front assembly senses and transfers to the pylon the loads along three axes - the longitudinal (thrust), transverse and vertical (weight).
The rear assembly senses and transmits loads in two axes - transverse and vertical (weight), as well as torque.
To access the attachment points, you must open and raise the reverse hoods (approximately as mentioned here).

Having climbed, we will see two fastening zones to the pylon - in front and behind.
This triangular truss comes up to the front mount (this is the left-hand side view of the flight).

As you can see, this pylon truss holds the engine for four bolts (right view).

Motor mounts are designed for normal performance when one of the fastening elements is destroyed. That is, for the front suspension assembly, this means the loss of one of the bolts to the pylon.

The peculiarity of the engine mounts is that the contractile is in this case:
the bolt is wrapped in a self-locking Gadget (I want to believe it),
she keeps a lock washer
which is screwed to the knot sprout on the engine with a smaller bolt with a self-locking nut too;
and the most important bolt is still careful to the puck is controlled by a wire.
And all this can be understood: the engine itself weighs about three tons, and even a thrust of tons to 25 - in general, the efforts are rather big, plus a constant vibration promotes separatism. And our article is squirming even for some appeals, not so much for separation from the team. So it is certainly justified.
It is also interesting to look at the screw in the pylon farm above the right bolt. In addition to the usual Airbus Slot Hi-Torq, - do you see a yellow bezel around the secret head there? This is an anti-corrosion compound that is used to screw the entire screw. He, the bastard, smears very well - once you get there, then all day you paint everyone yellow.The same composition, in theory, should be on the engine mounting bolts.
Below the bolts visible oblique thrust. There are two of them: one on each side.
These traction stretch from the bracket, screwed to the inner casing of the fan.

It is interesting to look at the grilles in the upper right corner. They close the air bypass valve (anti-surge). The valves pass air from the compressor to the external circuit of the engine. This allows for low modes of operation to increase the axial component of the speed of flow on the blades, and reduce the likelihood of stall flow on them - that is, and surging.
Therefore, the engine on a small gas strongly hisses - part of the air from the compressor is blowing out for free.
With a slight increase in valve mode, they close, and the engine noise decreases slightly.
The connection of the bracket with the bolt is also not easy: bolts-washers-nuts.

At the other end of the traction is connected with the transverse thrust.

Here, the contour builder was clearly sculpted at the peak of his mania.
It was after this site that he was taken to Durkee. Right from the workplace.
The artful slot in the bolt, through it is the lock plate fastened with two bolts.
And there are three of them. The clerk was, apparently.

On the left - a tube with three ends.
I suppose - from the fire tank, for the release of freon during fire suppression.
On that my curses to the front node are running out. We pass in the ass.
Rear mount allows the engine to expand thermally along the longitudinal axis.

Fastened to the pylon with bolts too.

Three fixing points depart from the traverse - the middle and two side.
The side is something like this:

Traction - obviously a composite of three parts.

The upper and lower points of its fastening are an intricate combination of three (!!!) locking plates, bolts and gadgets.

Nuts, of course, can not be the same.
Puppy joy is complemented by safety pins at the other end of the bolt.

All this bordelero made, apparently because the bolts are composite :)

Do you see - there are two coaxially there :)
Well, the middle point of attachment is approximately the same.

It is visible approximately in the middle of the frame.
A little keg stands just to the left of it - very much like a vibration sensor.
And the tubes on the left are just for blowing the turbine casing and thus adjusting the gap between it and the ends of the turbine blades. To less flow of gas through the gap past the blades, and improved efficiency.
And the free bonus is a photo of the HPTACC valve (adjusting the gap in the housing of the high-pressure turbine).

Below it, it seems, the low pressure turbine casing control valve.
Air takes from the external circuit, after the fan.
In general, the engine somehow works.
View Poll: # 2029916
Oh yeah - I almost forgot about the defect.
When we looked at the rear mounts, we found a backlash at one point.
There is a ball bearing, and it seems that it is a bit too much axially backlash.
Operator notified.


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